U.S. patent number 9,254,769 [Application Number 13/394,662] was granted by the patent office on 2016-02-09 for structural element for a motor vehicle.
This patent grant is currently assigned to Johnson Controls GmbH. The grantee listed for this patent is Dirk Angermann, Andreas Dannheisig, Dirk Eckenroth, Stefan Funk, Bernd Gross, Joshua Hesterberg, Christian Hubsch, Praveen Koparde, Robin Ndagijimana, Vedat Nuyan, Yaniv Oren, Wolfgang Pellenz, Vikas Wayal, Hans-Georg Werner, Martin Zynda. Invention is credited to Dirk Angermann, Andreas Dannheisig, Dirk Eckenroth, Stefan Funk, Bernd Gross, Joshua Hesterberg, Christian Hubsch, Praveen Koparde, Robin Ndagijimana, Vedat Nuyan, Yaniv Oren, Wolfgang Pellenz, Vikas Wayal, Hans-Georg Werner, Martin Zynda.
United States Patent |
9,254,769 |
Gross , et al. |
February 9, 2016 |
Structural element for a motor vehicle
Abstract
The invention relates to a structural element (100) of a motor
vehicle, in particular of a motor vehicle seat, wherein the
structural element (100) comprises a first component (101) and a
second component (102). In an overlap region (103), the first
component (101) and the second component (102) have a formed-closed
connection, or a form-closed and form-closed connection, wherein
the connection in the overlap region (103) can be produced by an
electromagnetic pulse shaping method, wherein the first component
comprises at least one form-closed molding (600), wherein the
second component can be molded into the at least one form-closed
molding (600).
Inventors: |
Gross; Bernd (Langenfeld,
DE), Hubsch; Christian (Dusseldorf, DE),
Hesterberg; Joshua (Mettmann, DE), Angermann;
Dirk (Wermelskirchen, DE), Eckenroth; Dirk
(Bergisch Gladbach, DE), Funk; Stefan (Leichlingen,
DE), Dannheisig; Andreas (Sassenberg, DE),
Werner; Hans-Georg (Langenfeld, DE), Pellenz;
Wolfgang (Meckenheim, DE), Ndagijimana; Robin
(Neuss, DE), Wayal; Vikas (Kothrud Punie,
IN), Koparde; Praveen (Pune, IN), Oren;
Yaniv (Cologne, DE), Zynda; Martin (Burscheid,
DE), Nuyan; Vedat (Wuppertal, DE) |
Applicant: |
Name |
City |
State |
Country |
Type |
Gross; Bernd
Hubsch; Christian
Hesterberg; Joshua
Angermann; Dirk
Eckenroth; Dirk
Funk; Stefan
Dannheisig; Andreas
Werner; Hans-Georg
Pellenz; Wolfgang
Ndagijimana; Robin
Wayal; Vikas
Koparde; Praveen
Oren; Yaniv
Zynda; Martin
Nuyan; Vedat |
Langenfeld
Dusseldorf
Mettmann
Wermelskirchen
Bergisch Gladbach
Leichlingen
Sassenberg
Langenfeld
Meckenheim
Neuss
Kothrud Punie
Pune
Cologne
Burscheid
Wuppertal |
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A |
DE
DE
DE
DE
DE
DE
DE
DE
DE
DE
IN
IN
DE
DE
DE |
|
|
Assignee: |
Johnson Controls GmbH
(Burscheid, DE)
|
Family
ID: |
43063515 |
Appl.
No.: |
13/394,662 |
Filed: |
September 15, 2010 |
PCT
Filed: |
September 15, 2010 |
PCT No.: |
PCT/EP2010/005667 |
371(c)(1),(2),(4) Date: |
April 10, 2012 |
PCT
Pub. No.: |
WO2011/032691 |
PCT
Pub. Date: |
March 24, 2011 |
Prior Publication Data
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|
|
|
Document
Identifier |
Publication Date |
|
US 20120187738 A1 |
Jul 26, 2012 |
|
Foreign Application Priority Data
|
|
|
|
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Sep 16, 2009 [DE] |
|
|
10 2009 041 428 |
May 5, 2010 [DE] |
|
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10 2010 019 577 |
|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B21D
53/88 (20130101); B60N 2/682 (20130101); B60N
2/686 (20130101); B23K 20/06 (20130101); B23K
20/2333 (20130101); B60N 2/2893 (20130101); B21D
26/14 (20130101); B60N 2/2809 (20130101); B23K
2101/006 (20180801) |
Current International
Class: |
B60N
2/68 (20060101); B23K 20/233 (20060101); B23K
20/06 (20060101); B21D 53/88 (20060101); B60N
2/28 (20060101); B21D 26/14 (20060101) |
Field of
Search: |
;297/452.2,452.18,440.13 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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202004020792 |
|
Mar 2006 |
|
DE |
|
55-149732 |
|
Nov 1980 |
|
JP |
|
06-312229 |
|
Nov 1994 |
|
JP |
|
2005-138177 |
|
Feb 2005 |
|
JP |
|
2005-138177 |
|
Jun 2005 |
|
JP |
|
2007-168622 |
|
Jul 2007 |
|
JP |
|
1139004 |
|
May 1979 |
|
SU |
|
273943 |
|
Feb 2007 |
|
TW |
|
98/03797 |
|
Jan 1998 |
|
WO |
|
98/03797 |
|
Jan 1998 |
|
WO |
|
2004/058429 |
|
Jul 2004 |
|
WO |
|
2009/056294 |
|
May 2009 |
|
WO |
|
2011/032691 |
|
Mar 2011 |
|
WO |
|
Other References
Chinese Office Action dated Jan. 6, 2014 (Appln. No.
201080041290.4). cited by applicant .
Notification of Transmittal of Translation of the International
Preliminary Report on Patentability (Chapter I or Chapter II) dated
Mar. 29, 2012. cited by applicant .
Korean Office Action dated Feb. 28, 2014; Application No.
10-2012-7009753. cited by applicant .
Korean Office Action dated Feb. 28, 2014; Application No.
10-2012-7009753 (English Translation). cited by applicant .
Japanese Examination Report dated Aug. 6, 2013. cited by
applicant.
|
Primary Examiner: Nelson, Jr.; Milton
Attorney, Agent or Firm: The Dobrusin Law Firm, P.C.
Claims
The invention claimed is:
1. A structural element for a motor vehicle seat, wherein the
structural element has a first component and a second component,
wherein the first component and the second component have an
interlocking or an interlocking and frictional connection in an
overlapping region, wherein the first component has a polygonal
cross section, at least in the overlapping region; wherein the
connection in the overlapping region is produced by an electrically
conductive driving method element arranged in a direction outside
the first component and the second component; wherein the first
component has at least one interlocking molding on at least one
wall of the polygonal cross section in the overlapping region,
wherein the second component is molded into said at least one
interlocking molding by a radially inwardly acting force by the
electrically conductive driving element, wherein the at least one
interlocking molding of the first component is designed in the
overlapping region as an impression, wherein the impression is
arranged at an angle of between 44.degree. and 46.degree. with
respect to a main direction of extent of the first component.
2. The structural element as claimed in claim 1, wherein the second
component comprises an electrically conductive material, a steel
material, an aluminum material or a magnesium material or a
material consisting of material-to-material bonding connections of
different materials.
3. The structural element as claimed in claim 1, wherein the
impression has an impression depth which varies in the longitudinal
direction of the impression.
4. The structural element as claimed in claim 1, wherein the first
component has at least two interlocking moldings in the overlapping
region, wherein the interlocking moldings are arranged at a uniform
spacing of an angle at a circumference from one another.
5. The structural element as claimed in claim 1, wherein the first
component has the interlocking molding and at least one further
interlocking molding in the overlapping region, wherein the
interlocking molding and the further interlocking molding are
designed as impressions having in each case a longitudinal
direction, wherein the longitudinal directions of the impressions
are arranged parallel to one another.
6. The structural element as claimed in claim 1, wherein the first
component has a hexagonal or octagonal cross section at least in
the overlapping region.
7. A hybrid structural component of a motor vehicle seat comprising
the structural element of claim 1, wherein the structural element
has a first structural part and a second structural part, wherein
the first structural part is connected to the second structural
part by an electromagnetic pulse shaping method, wherein the first
structural part comprises a lightweight construction material and
the second structural part comprises a steel material.
8. The hybrid structural component as claimed in claim 7, wherein
the first structural part is further connected to the second
structural part in a cohesively bonded manner or the structural
parts are coupled to each other by a clip and/or a strap.
9. The hybrid structural component as claimed in claim 7, wherein
the second structural part comprises a lightweight metal or a
fiber-reinforced material reinforced with carbon fibers and/or
glass fibers.
10. A structural element for a motor vehicle seat, wherein the
structural element has a first component and a second component,
wherein the first component and the second component have an
interlocking or an interlocking and frictional connection in an
overlapping region, wherein the first component has a polygonal
cross section, at least in the overlapping region, wherein the
connection in the overlapping region is produced by an electrically
conductive driving element arranged in a direction outside the
first component and the second component, wherein the first
component has a plurality of interlocking moldings on at least one
wall of the polygonal cross section in the overlapping region,
wherein the second component is molded into the interlocking
moldings by a radially inwardly acting force by the electrically
conductive driving element, and wherein the interlocking moldings
of the first component are designed in the overlapping region as an
impression, wherein the impression is arranged parallel or
perpendicularly to a main direction of extent of the first
component.
Description
CLAIM OF PRIORITY
This application claims priority from German application serial
number 10 2009 041428.2 filed 16 Sep. 2009 and from German
application serial number 10 2010 019577.4 filed 5 May 2010, and is
a national application based on PCT Application International
Application PCT/EP2010/005667, filed 15 Sep. 2010 (published as
WO2011/032691) and claims the benefit of the filing date of 15 Sep.
2010, all incorporated herein by reference.
PRIOR ART
The invention is based on a structural element according to the
preamble of claim 1.
Such structural elements of motor vehicles are generally known. For
example, structural elements of this type are produced by a first
component and a second component being connected to each other in
an interlocking manner in an overlapping region by the components
being connect to each other in the overlapping region, for example
by press-joining.
However, these methods have the disadvantage that the components
have to be very precisely adjusted, thus causing a high degree of
complexity. In addition, these methods require a comparatively
large overlapping region in order, for example, to ensure a
required strength of the connection.
It as therefore the object of the present invention to provide a
structural element for a motor vehicle without the disadvantages of
the prior art.
DISCLOSURE OF THE INVENTION
This object is achieved by the structural element according to the
invention, the component according to the invention, the method
according to the invention and the device according to the
invention.
The structural element according to the invention, the component
according to the invention, the method according to the invention
and the device according to the invention as per the further
dependent claims have the advantage over the prior art that the
components can be connected to one another in the overlapping
region without complicated adjustment. Furthermore, it is
advantageously possible for only a comparatively small overlapping
region to be required and nevertheless for a stable connection to
be able to be achieved. The connection is advantageously produced
very precisely.
These advantages are achieved by a structural element according to
the invention, wherein the structural element has a first component
and a second component, wherein the first component and the second
component have an interlocking or interlocking and frictional
connection in an overlapping region, wherein the connection in the
overlapping region can be produced by an electromagnetic pulse
shaping method, wherein the first component has at least one
interlocking molding in the overlapping region, wherein the second
component can be molded into said at least one interlocking
molding.
In the electromagnetic pulse shaping method, the dynamic action of
a pulsed magnetic field is used to accelerate and subsequently
deform an electrically conductive material. Since the magnetic
field penetrates electrically non-conductive materials, conductive
materials which are coated with a non-conductive material can
advantageously also be processed. The deformation advantageously
takes place without cracks forming in the surfaces. The pulsed
magnetic field is generated by a coil through which a current pulse
flows. The magnetic field induces eddy currents in the electrically
conductive material and briefly exerts a very high force such that
the electrically conductive material is plastically deformed as
soon as the generated force exceeds the yield point of the
material. The method can advantageously be carried out
contactlessly and in a comparatively short time. The deformation
process advantageously takes place within a comparatively short
time and proceeds very precisely since the very rapid deformation
process results in only minimal spring-back. This makes it possible
to join different materials contactlessly and to produce a fixed
connection. An advantage of this process is that the materials are
not affected by heat, and therefore there is no thermal distortion
and no need for realignment. There is advantageously no heat
influencing zone, as in the case of thermal welding methods, and
therefore no loss of strength in the connection region and in the
overlapping region. Furthermore, this method ensures comparatively
high repetition accuracy.
The components can be manufactured from any material, wherein the
second component is preferably produced from electrically
conductive material, preferably from aluminum material, magnesium
material or steel material, or comprises a material consisting of
material-to-material bonding connections of different materials.
The components preferably comprise a metal material, wherein,
furthermore preferably, a steel material or an aluminum material or
a magnesium material can be used. Furthermore, it is possible to
use a fiber reinforced plastic, preferably a carbon fiber
reinforced plastic (CFRP) or a glass fiber reinforced plastic
(GFRP) for the first component. For example, it is possible to use
high-strength steel only in regions subjected to a particularly
great load and to use only comparatively light materials in regions
which are exposed to smaller loads. Furthermore, it is possible for
different materials to be combined with one another, for example
the first component consisting of high-strength steel and the
second component consisting of weight-saving aluminum.
The components may have any cross-sectional profile. The cross
section is preferably a closed profile, preferably of circular
design, or of polygonal, preferably hexagonal or octagonal design,
at least in the overlapping region. Use is preferably made of tubes
or profiles with longitudinal edges. However, cross-sectional
profiles, for example U profiles, T profiles or I profiles are also
possible. Use is preferably made of flat profiles.
The components may furthermore have a comparatively small wall
thickness, and therefore weight can advantageously be saved by
means of small wall thicknesses.
Furthermore, it is advantageously possible, with the structural
element according to the invention, that, for example, tubular
frames having small radii and also consisting of high-strength
steels can be provided.
In a preferred embodiment, the first component has at least one
depression and/or bead. The second component is molded into said
depression and/or bead by means of an electromagnetic pulse shaping
method.
The first component preferably has a multiplicity of depressions
and/or beads which are arranged at a uniform distance from one
another.
According to a preferred development, the at least one interlocking
molding of the first component is designed in the overlapping
region as a bead, wherein the bead preferably has a bead depth
which varies in the longitudinal direction of the bead. This
advantageously enables a connection which is particularly secure,
for example, against tension, compression, torsion, bending and
combinations thereof, in a simple manner.
According to a preferred development, the at least one interlocking
molding of the first component is designed in the overlapping
region as a bead, wherein the bead is arranged parallel or
perpendicularly to a main direction of extent of the first
component. As an alternative, the bead is arranged at an angle of
between 30.degree. and 60.degree., preferably between 40.degree.
and 50.degree., and furthermore preferably between 44.degree. and
46.degree., with respect to the main direction of extent of the
first component. The first component preferably has the
interlocking molding and at least one further interlocking molding
in the overlapping region, wherein the interlocking molding and the
further interlocking molding are designed as beads having in each
case a longitudinal direction, wherein the longitudinal directions
of the beads are arranged parallel to one another. Furthermore
preferably, the first component has at least two or at least three
interlocking moldings in the overlapping region, wherein the
interlocking moldings are arranged at a uniform spacing of the
angle at the circumference from one another.
According to a further preferred embodiment, the second component
can be molded into the interlocking molding by means of an
electrically conductive driving element. It is thereby
advantageously possible to mold the second component into the
interlocking molding of the first component even if the second
component consists of a non-conductive or only slightly conductive
material, such as, for example, stainless steel.
A further subject matter of the present invention is a component
for use as a first component of a structural element according to
the invention, wherein the component has at least one interlocking
molding in an overlapping region. The at least one interlocking
molding is preferably produced by means of an electromagnetic pulse
shaping method. As a result, it is advantageously possible for the
interlocking moldings and the structural element consisting of the
first and second components to be able to be produced in the same
device for carrying out the electromagnetic pulse shaping method
without additional machines, for example a hydraulic press.
A further subject matter of the present invention is a method for
producing a structural element, wherein, in a first step, the
second component is arranged in the overlapping region between the
first component and a coil, wherein, in a second step, a magnetic
field is generated in the overlapping region by means of the coil,
and wherein, in a third step, the second component is molded into
an interlocking molding of the first component in the overlapping
region.
A further subject matter of the present invention is a device for
producing a structural element, comprising a coil for generating a
magnetic field in an overlapping region, a first component with at
least one interlocking molding in the overlapping region and a
second component for molding into the interlocking molding of the
first component, wherein the second component is arranged in the
overlapping region between the first component and the coil.
As a further subject matter, the invention relates to a vehicle
seat structure (also called hybrid structural element below) for a
vehicle seat, in particular for a motor vehicle.
Structural elements of this type are described, for example, in WO
2009/056294 A1, to which reference is expressly made in this
disclosure. Components and methods are presented there, with which
it is possible to assemble a structural element, such as a vehicle
backrest or seat frame, in such a manner that this can be made
substantially of identical parts. Furthermore, the connection of
different frame materials to one another, a "hybrid construction",
is described.
It is the object of the present invention to further standardize a
seat structure of the type in question in a steel/steel or
steel/lightweight construction material construction in order to
reduce storage and assembly costs and which has a low weight and is
nevertheless strong.
The object is achieved according to the invention by a structural
construction as is explained by way of example with reference to
the figures below for a divided rear seat backrest. However, this
example is not intended to restrict the disclosure and can also be
applied to a motor vehicle seat in any seat row. The example is
just as little intended to restrict the use to a backrest
component.
Advantageous refinements and developments of the invention can be
gathered from the dependent claims and from the description with
reference to the drawings.
Exemplary embodiments of the present invention are illustrated in
the drawings and are explained in more detail in the description
below.
BRIEF DESCRIPTION OF THE DRAWINGS
In the drawings
FIGS. 1 to 5 show schematic illustrations of exemplary embodiments
of the structural element according to the invention,
FIG. 6 shows a schematic illustration of a component according to
an exemplary embodiment of the present invention,
FIGS. 7 and 7A show a schematic illustration of a device according
to an exemplary embodiment of the present invention, and
FIGS. 8 to 12 show further embodiments of the present
invention.
EMBODIMENT(S) OF THE INVENTION
In the various figures, identical parts are always provided with
the same reference numbers and are therefore generally referred to
or mentioned only once in each case.
FIG. 1 schematically illustrates a first embodiment of the
structural element according to the invention. The structural
element 100 is used in motor vehicles, and is used, for example, as
a frame structure for a backrest and/or for a seat cushion of a
motor vehicle seat. The structural element 100 has a first
component 101 and a second component 102. The components are each
designed as U bows. The first component 101 preferably comprises a
high-strength material, for example a steel material or a
fiber-reinforced plastics material. The second component 102
comprises an electrically conductive material, and, preferably, use
is made of a light metal, such as aluminum or magnesium, and
alloyed steel or a material consisting of material-to-material
bonding connections of different materials. In order to connect the
first component to the second component, the components are
connected to each other in an interlocking or interlocking and
frictional manner in the overlapping regions 103, 103' by means of
an electromagnetic pulse shaping method. The use of hybrid
structures consisting of sheet-metal and aluminum profiles enables
a substantial reduction in weight, thus advantageously furthermore
enabling carbon dioxide emissions to be reduced. As a tubular
frame, the structural element 100 can consist of different tube
profiles having various wall thicknesses, different diameters and
different materials (steel/aluminum) and different material
properties. The tubular frame is constructed to meet requirements
and, for example, high-strength steel profiles are used only in the
regions in which extremely high forces occur. By contrast, other
regions of correspondingly lower requirements can be configured,
for example, with aluminum profiles. As a result, it is possible to
generate a comparatively good balance between weight, crash
performance and costs. Furthermore, it is advantageously possible
to realize certain radii in the corner regions without cracks
arising. By means of the directed formulation of the suitable
material and the properties associated therewith, the quality of
the tubular frames in respect of producibility,
tolerance-sensitivity, spring-back behavior, etc. can be
significantly influenced and improved. These described tubular
frame requirements and properties can be realized by means of the
electromagnetic pulse shaping method. This method makes it possible
to be able reliably to produce an interlocking or frictional and
interlocking connection between the two different materials used
(aluminum/steel).
FIG. 2 schematically illustrates a second embodiment of the
structural element 100 according to the invention. The first
component 101, 101' is designed as a longitudinal tube section, but
may also be designed, for example, as an angled tube, and the
second component 102, 102' is designed as a U bow. At the four
overlapping regions 103, 103', 103'', 103''', the second component
102, 102' is in each case molded onto the first component 101, 101'
by means of the electromagnetic pulse shaping method. Otherwise,
reference is made to FIG. 1.
FIG. 3 schematically illustrates a third embodiment of the
structural element 100 according to the invention. The structural
element 100 has four longitudinal tube sections, which may also be
designed, however, for example as an angled tube, as first
components 101 composed of a light metal and four corner connectors
102 composed of high-strength steel as the second components 102.
The first components 101 are molded onto the corner connectors 102
by means of the electromagnetic pulse shaping method. It is
advantageously possible for the very different geometries to be
able to be produced using standardized corner connectors.
Furthermore, it is possible for a plurality of connections to be
produced at the same time, thus advantageously enabling the
manufacturing duration of the structural element to be considerably
reduced. Otherwise, reference is made to FIG. 1.
As an alternative, it is also possible for the longitudinal tube
sections to be manufactured from high-strength steel or from a
fiber-reinforced material, and for the corner connectors, which are
manufactured, for example, from a light metal, to be molded onto
the longitudinal tube sections by means of the electromagnetic
pulse shaping method.
FIG. 4 schematically illustrates a fourth embodiment of the
structural element 100 according to the invention. The structural
element 100 has a pressed/cast part 102, for example of aluminum,
which is molded onto the high-strength first component 101 in the
overlapping region 103 by means of the electromagnetic pulse
shaping method. Otherwise, reference is made to FIG. 1.
As an alternative, if is also possible for the lower and/or upper
crosspiece component to consist of a high-strength material and for
the side part, which is manufactured from a light metal, for
example aluminum or magnesium, to be molded onto the crosspiece
component by means of the electromagnetic pulse shaping method.
FIG. 5 schematically illustrates a fifth embodiment of the
structural element 100 according to the invention. The structural
element 100 has shaped parts, such as, for example, corner
connectors or brackets 102, 102', 102''', 102'''', which are molded
onto the longitudinal tube 101, which, however, may also be
designed, for example, as an angled tube, in the overlapping region
103 by means of the electromagnetic pulse shaping method. The
shaped parts 102, 102'', 102''', 102'''' are manufactured, for
example, from steel or aluminum. Otherwise, reference is made to
FIG. 1.
As an alternative, it is also possible for the longitudinal tube to
be molded onto the corner connector in the overlapping region by
means of the electromagnetic pulse shaping method. For this
purpose, the corner connector can consist of all electrically
conductive and/or non-conductive materials and the longitudinal
tube can consist of any conductive material.
FIG. 6 schematically illustrates the overlapping region 103 of a
component according to the invention as per an exemplary
embodiment, which component is used as the first component 101
within the context of this invention. The first component 101 has
an interlocking molding 600 and a further interlocking molding 700
in the overlapping region 103. The interlocking moldings 600, 700
are designed as impressions or beads which are of elongated design
and extend parallel to one another in the wall of the first
component 101. This embodiment is illustrated merely by way of
example and other configurations of the interlocking moldings 600,
700 or else a different number of interlocking moldings are also
possible, for example transversely or parallel to the main
direction of extent of the first component 101.
FIG. 7 schematically illustrates an exemplary embodiment of the
device according to the invention for producing a structural
element 100 according to the invention. In the overlapping region
103, the second component 102 overlaps the first component 101 and
in particular the interlocking molding 600 and the further
interlocking molding 700 of the first component 101. A coil 800 is
arranged in the radial direction outside the first component 101
and second component 102, and therefore the second component 102 is
arranged between the first component 101 and the coil 800, wherein
a number of windings of the coil 800 are merely schematically
illustrated here. During the implementation of the electromagnetic
pulse shaping method, the second component 102 is pressed
(illustrated by dashed lines) into the interlocking moldings 600,
700 by the radially inwardly acting force generated
electromagnetically by means of current flow through the coil 800,
thus producing an interlocking or interlocking and frictional
connection between the first component 101 and the second component
102. As an alternative, as illustrated in FIG. 7A showing an
overlapping region 103, it is also possible for the coil 800 to be
arranged in the interior of the second component 102, and therefore
the electromagnetic force acts radially outward and the second
component 102 is pressed into interlocking moldings 600, 700 of the
first component 101, which is arranged radially outside the second
component 102.
A further exemplary embodiment (FIG. 8) shows a divided rear seat
backrest 1, for example in the division ratio of 60% to 40%. The
construction of the frame structure is explained with reference to
the larger backrest part 2. The backrest frame 4 consists of two
backrest side parts 5 and 6, an upper crosspiece 7 and a lower
crosspiece 8. An additional backrest central part 9 may further
reinforce the backrest frame 4. As can be seen, this may be omitted
from the smaller backrest part 3. All of the outer frame structure
parts 5, 6, 7 and 8 are produced from a lightweight construction
material (for example aluminum) in the form of extruded profiles,
the stiffening ribs of which are oriented transversely with respect
to the longitudinal axis of the frame structure parts. In this
case, the stiffening ribs can be arranged at any angle with respect
to the main plane of extent of the frame structure parts. By
contrast, the backrest central part 9 is produced from a
lightweight construction material (for example aluminum or
magnesium) in the form of an extruded profile, the walls of which
are oriented parallel to the longitudinal axis of the frame
structure parts. In the exemplary embodiment, the back shell 10 is
composed of a high-strength steel. As an alternative, it may also
be manufactured from plastic, preferably reinforced with fibers
(GFRP or GFRP). The CFRP/GFRP may also be in the form of a
sheet-like semi-finished product (plate) based on a thermoplastic
matrix. The reinforcement is a woven or laid structure (endless
fibers: the fiber length corresponds to the size of the component)
made from glass, carbon, aramid or a mixed form. The back shell 10
and the backrest frame 4 and also the frame structure parts 5, 6,
7, 8 and 9 are preferably connected to one another in a cohesively
bonded manner, particularly preferably by adhesive bonding by means
of one or two components and an adhesive tape.
FIG. 9 shows a further exemplary embodiment. The backrest side
parts 5 and 6 consist here of steel tube profiles which give rise
to the backrest frame 4 in association with the upper crosspiece 7
and the lower crosspiece 8 each in the form of an extruded profile
made of lightweight construction material. Said backrest frame
could be designed to be reinforced in such a manner that a backrest
central part 9 can be omitted here. As before, adhesive bonding is
suitable as the cohesive bonding connecting method for this pairing
of the material, but so too is, for example, cold metal transfer
welding (CMT welding) which makes it possible to connect the
aluminum parts to the galvanized steel components.
A similar construction is shown in the exemplary embodiment
according to FIG. 10. Said construction differs from the previous
exemplary embodiment by the use of high-strength rectangular steel
tube profiles for the backrest side parts 5 and 6.
FIG. 11 shows a further, very particularly preferred structural
construction of a backrest frame structure. In this case, the
backrest frame 4 comprising backrest side parts 5 and 6 is composed
of rectangular steel tube profiles together with crosspieces, 7 and
8, for example, of aluminium deep-drawn or pressed profiles.
Receptacles for the rectangular steel tube profiles are already
integrally formed here in the three-dimensionally shaped aluminum
crosspieces.
A common feature of all the exemplary embodiments is that different
material combinations from those described are also conceivable.
The backrest side parts 5 and 6 may thus be composed of lightweight
construction material (for example aluminum or magnesium), steel
(for example high-strength) or plastic. The same applies to the
crosspieces 7 and 8. These materials may also be provided for the
back shell 10. Accordingly, different connecting techniques
suitable for the requirements may also be used. In addition to the
methods already mentioned, use may be made alternatively or in
combination of cohesive bonding, interlocking and/or frictional
connecting techniques, for example welding (for example MIG), CMT
welding (cold metal transfer--in the case of aluminum-steel
combinations), plug-in/screw connections, junction element
connections (for example diecast aluminum junctions), rivet
connections, press-joining (Tox clinching), cold roll-forming or
press connections.
According to a further embodiment, it is optionally possible for
the components to be connected to one another after an adhesive
bonding process by means of special high-strength tacker clips
which are preferably manufactured from stainless steel. A further
preference is for the components to be connected exclusively by the
use of clips. As an alternative or optionally, it is furthermore
preferably possible, after the application of glue, for the
components to be coupled to one another by a strap-type connection,
at least for the further transport. These connections
advantageously permit an additional securing of the components to
one another. The securing means used can preferably be cohesive
bonding, interlocking and/or frictional connecting techniques, for
example welding (for example MIG), CMT welding (cold metal
transfer--in the case of aluminium-steel combinations),
plug-in/screw connections, junction element connections (for
example diecast aluminum junctions), rivet connections,
press-joining (Tox clinching), cold roll-forming or press
connections.
All of the conceivable and/or necessary components can be
integrated into the backrest frame structure in a simple manner, as
FIG. 12 shows. For example, components for the backrest inclination
function, through-loading option and child seat securing (Isofix,
Top Tether) or receptacles for seatbelt rollers, head restraints
and arm rests are shown here.
LIST OF REFERENCE NUMBERS
1 Divided rear seat backrest 2 Larger backrest part 3 Smaller
backrest part 4 Backrest frame 5, 6 Backrest side parts 7 Upper
crosspiece 8 Lower crosspiece 9 Backrest central part 10 Back,
shell 100 Structural element 101, 101' First component 102, 102',
102'', 102''', 102''' Second component 103, 103', 103'', 103'''
Overlapping region 600 Interlocking molding 700 Further
interlocking molding 800 Coil
* * * * *